Speed-regulating mechanism.



2 SHEETS-SHEET 1.

Patented Sept. 17, 1912.

J. G. CARPENTER.

SPEED REGULATING MEGHANISM.

WITNESSES:

INVENTOR MAW/OM. I

ATTOR 7S WITNESSES:

J.G.OARPENTER.

SPEED RBGULATING MECHANISM APPLICATION FILED NOV.29,1909.

Patented Sept. 17, 1912.

2 SHEETS-SHEET 2.

INVENTOI? Z; TORNE I? COLUMBIA PLANOGRAPH 0..WAsmNGTON, D c.

JOHN C. CARPENTER, OEHOUSTON HEIGHTS, TEXAS.

SPEED-REGULATING MECHANISM.

1 To all whom it may concern:

Be it known that I, JOHN G. CARPENTER, a citizen of the United States, residing at Houston Heights, in the county of Harris and State of Texas, have invented certain new and useful Improvements in SpeedRegulating Mechanism, of which the following is a specification.

My invention relates to new and useful improvements in speed regulating mechanism, and more particularly to that class which is used on engines which pull or drive variable loads.

The object of my invention is to provide a device of the character described which will automatically control the speed of the engine.

Another object of my invention is to provide a device of the character described which will automatically control the speed of the engine by both the centrifugal force in the provision of a yieldable connecting and the force of inertia of the governor ball weights, each force acting independently of the other.

A further feature of my invention resides device, which is rigid under certain predetermined conditions and yielding under other predetermined conditions, connecting the governor and valve to be controlled thereby.

Finally, the object of the invention is to provide a device of the character described, that will be strong, durable and at the same time light and efiicient, and that will be comparatively inexpensive to produce, and one in which the parts will not be likely to get out of order.

With the above and other objectsin view, my invention has particular relation to certain novel features of construct-ion and operation, an example of which is given in this specification and illustrated in the accompanying drawings, wherein:

Figure 1 is a sectional view of the gov ernor. Fig. 2 is a side elevation of the entire device. Fig. 3 is a sectional front elevation of the yieldable connection of the governor to the valve, and Fig. 4; is a sectional view of the valve. 7

Referring nowmore particularly to the drawings wherein like numerals of reference refer to similar parts in each of the figures, the numeral 1 refers to the governor frame or support, 2 to a pulley by which the governor is propelled. This pul- Specification of Letters Patent.

Application filed. November 29, 1909.

to conform to a thimble 16.

Patented Sept. 17, 1912.. Serial No. 530,507.

ley is fixed on shaft 3 which, at its'other end carries a miter gear 4 which engages with miter gear 5 on the governor spindle (5. Governor spindle 6 is connected to a cage 7 which supports gears 8 and 8. At the top of cage 7 an extension 6' extends upward to a point near the top of the de vice. Supported by the cage 7 and rotatable thereon, a head block 9 extends over the edge of cage 7 and contacts with the upper part of gears 8 and 8 as hereinafter to be described. At the upper part of head block 9 the extensions which support the arms 11 and 11 are so constructed as to permit the free movements of the said arms. On spindle 6 and at the top of the head block 9, a nut 6'is located in such a manner as to hold, and form a part of the bearing for, head block 9. Within spindle 6 and 6 a governor stem 16 extends longitudinally upward. The body portion is preferably square in shape and the lower end is shaped At about the center of the cage 7 the stem 16 is divided and, the ends of the division are threaded, the upper end of 'the lower section being left hand and the lower part of the upper section being right hand threaded. These ends are connected by a gear 17, the inner hole of which conforms to the said threaded ends of the upper and lower sections of stem 16, forming an irreversible connection. At the upper end of stem 16 a block 15 is rotatably connected and pivotally supports links 14 and 14 which in turn connect with arms 11 and 11 by a hinge joint. The lower ends of arms 11 and 11 carry governor ball weights 12 and 12 as in the case of the ordinary governor. At the lower and outer sides of head block 9, skirt 9 is rigidly connected to shield the inner and working gears and at the same time carry a spiral spring 18 which is attached, one end to the skirt 9' and the other end of which is attached to cage 7 at the la tters lower and outer extremity.

The lower end of the governor stem is connected through a swivel joint 19 with a yieldable connecting device comprising a cage 20, a rod 21 passing through openings 22 and 22 in cage 20. Rod 21 carries thimbles 23 and 23 which also pass through openings 22 and 22-, and carry circular flanges 24: and 24 which bear outwardly against the ends of the cage 20. A coil spring 25 is carried on rod 21 and comfulcrum 28 and connected by a hinge joint to valve stem 29, whereby throttle valve 30 is operated.

The operation of my device is as follows: When a clock-wise rotation is transmitted from the engine through pulley 2, gears 4 i and 5 and spindle 6, headblock 9 is forced to rotate with spindle 6 by the spring 18,

said spring overcoming the normal inertia of headblock 9 'and'its attached balls and other parts, at a given speed of the engine. The stress on spring 18 will be normally less at low than at high engine speed and will be spring 18 in greater during a sudden acceleration of engine speed. A sudden retardation of engine speed will reducethe stress on spring 18 and may cause stress to be exerted on normal conditions, spindle 6 rotating clockwise, headblock 9 applies stress on spring 18 in contra-clockwise direction, and the direction of the stress may only be changed during sudden retardation of engine speed,

' governor as above stated. The rotation of headblock 9 creates centrifugal force, which causes the ball weights 12 and 12 to swing outward and upward, thereby depressing the stem 16 in the manner usual with centrifugal or fly ball governors. A sudden acceleration of engine speed will not cause an immediate change in the plane of rotation of the ball weights, but spindle 6 and cage 7 will rotate in harmony with the change in engine speed, and the spring 18 will cause the headblock 9 to gradually approximate the speed of spindle 6. Under these conditions, spindle 6 being rotated clockwise, the itertia of head block 9 and its weights causes a relative retardation of the head block 9, and its internal annular gear 10 operates upon the pinion 17 through pinions 8 and 8 to lengthen the governor stem 16 and partially close the throttle valve. If, the engine speed is suddenly retarded, the same force of inertia causes a relative acceleration of the head. block 9, which operates to shorten the governor stem i 16 and partially open the throttle valve.

With the ordinary fly ball governor, operating upon the centrifugal principle, the governor weights are reluctant to change their plane of rotation in harmony with the change in engine speed, thus the weights, do

not respond perfectly to said speed, and when they do respond to the said change in the opposite direction. Under engine speed, the response is uncertain the said weights being carried, by centrifugal force farther out than is necessary in case of increased speed and returning farther than they should toward the original position.

It will be seen that the mean speed of the engine will be controlled by centrifugal force in the usual manner, aided by the force of inertia, normal tothe given speed,

while sudden changes in speed are checked by the force of the inertia of the balls and weights. In the ordinary governor, operating by centrifugal force, the inertia of the ball weights tends to sluggishness of action, while in my device the same inertia is used to obtain instant action of the governor stem upon the throttle valve, the spring 18 tending to restore the normal position of head block 9 with relation to spindle 6, as the ball weights change their plane of rotation.

As the movement of the governor stemby centrifugal force, in addition to its movement by the force of inertia, may be greater than that allowed by the range of action of thethro-ttle valve, and as the lever 27 is intended to give a greater range of the throttle opening relative to the variation in the height of the governor, a yieldab-le device .is provided, connecting the governor stem 16 withPthe 'lever'27, which is rigid during the operating of the throttle valve and yielding after thethrottle valve has reached its limit of movement. For instance, if the spring 25 is normally under five pounds compression within the cage 20, any force less than five pounds exerted upon the rod 21 by the governor stem 16 will be transmitted through set collar 26, thimble 23,

flange 24, spring 25 and flange. 24 to the lower end of the cage 20, and thence to the throttle valve through the interconnecting lever and fulcrum, and when the throttle valve has reached its limit of movement, and the force exerted upon the rod 21 exceeds five pounds, the spring will be compressed and will absorb the further movement of the governor stem 16. The upward thrust will be transmitted or absorbed by the spring in a similar manner.

In the ordinary governor, where the governor stem acts directly on the valve, when the engine is running with a light load the valve will be open just enough to admit sufficient fiuidto keep the engine running at a given speed. Now, if

the engine is heavily loaded, the valve must p be wide open. This change of opening 1S obtained by a variation in height of the governor, which is caused by a change in speed. Thus the governor can control the speed only within certain limits which are not far apart. In my device, if the governor stem is lengthened by the force of inertia to the same extent that it is depressed by centrifugal force, the variation in the height of the governor is doubled, and if the fulcrum 28 is nearer the governor stem 16 than to the valve stem in the ratio of two to one, it will have the same effect as to again double the variation in the height of the governor. It is thus possible, under certain conditions, to have the throttle valve fully closed with only one fourth depression of the governor stem by centrifugal force. With my device, by using both centrifugal force and the force of inertia in combination, and by the use of the lever 27, the change of opening is accomplished by a relatively less action of the governor stem, and the yieldable connection prevents injury to the mechanism when the throttle valve has reached its limit of movement in either direction.

What I claim is:

1. In a speed regulating mechanism the combination of a spindle responsive to engine speed, and governor stem carried thereby and rotating therewith, and connected to a device for controlling the application of force to the element whose speed is to be regulated; a weight carried by said spindle and rotatable relative thereto, a member having a threaded engagement with said governor stem, a differential train of gears connecting said member with said weight whereby the relative rotation of said weight and said governor stem causes a greater relative rotation of said member and said governor stem.

2. In a speed regulating mechanism the combination of a spindle responsive to engine speed, a two-part governor stem carried thereby and rotating therewith, and connected to a device for controlling the application of force to the element whose speed is to be regulated, a weight carried by said spindle and rotatable relative thereto, a member connecting the two-parts of the governor stem by means of right and left hand threads, a differential gearing connecting said member with said Weightwhereby the relative rotation of said weight and said governor stem causes a greater relative rotation of said member and said governor stem.

3. In a speed regulating mechanism the combination of a spindle responsive to engine speed, a two-part governor stem carried thereby and rotating therewith, and connected to a device for controlling the application of force to the element whose speed is to be regulated a weight carried by said spindle and rotatable relative thereto, a member connecting the two-parts of the governor stem by means of right and left hand threads, a differential gearing connecting said member with said weight whereby the relative rotation of said weight and said governor stem causes a greatertrelative rotation of said member and said governor stem and a means actuated by centrifugal force for operating said governor stem independent of the differential gearing.

' 4. In a device of the character described, the combination of a spindle responsive to engine speed, a weight carried by said spindle and rotatable relative thereto, a means connecting said spindle and weight and tending to operate said weight, a train of diii'erential gears operatively connecting said spindleand weight, and a means operatively connecting said train of differeir tial gears with a device to be regulated.

5. In a device of the character described, the combination of a spindle responsive to engine speed, a weight carried by said spindle and rotatable relative thereto, a means connecting said spindle and weight and tending to operate said weight, actuating means for operating a device to be regulated, and an epicyclic train of gears operatively connecting said spindle, weight and actuating means, whereby a relative rotation of said spindle and weight causes a relative longitudinal movement of said spindle and actuating means.

6. In a device of the character described, the combination of a spindle responsive to engine speed, a weight carried by said spindle and rotatable relative thereto, a governor stem operatively connected to a motive fluid valve, a resilient means operatively connecting said spindle and weight and tending to rotate said weight, and an epicyclic train of gears operatively connecting said spindle, weight and governor stem, one of said train carried by and rotating with said spindle, another of said train connected to and rotating with said weight, and the other of said train having threaded engagement with said governor stem, whereby relative rotation of said spindle and weight will operate said threaded members, causing a relative longitudinal movement of said spindle and governor stem, and control said motive fluid valve.

7 In a device of the character described, the combination of a spindle responsive to engine speed, a weight carried by said spindle and rotatable relative thereto, a governor stem operatively connected to a device for controlling the application of force to the element whose speed is to be regulated, a resilient means operatively connecting said spindle and weight and tending to rotate said weight, and a train of gears operatively connecting said spindle, weight and governor stem, one of said train carried by and rotating with said spindle, another of said train connected to and rotating with said weight, and the other of said train having engagement with said governor stem, whereby relative rotation of said spindle and weight willoperate said train of gears,

cause a relative longitudinal movement of said spindle and governor stem, and control said force controlling device.

, 8. In a device of the character described, the combination of a spindle responsive to engine speed, a Weight carried by said spindle and rotatable relative thereto, a governor stem operatively connected to a device for controlling the application of force to the element Whose speed is to be regulated, a resilient means operatively connecting said spindle and Weight and tending to rotate said Weight, and a train of gears operatively connecting said spindle, Weight and governor stem whereby relative rotation of said spindle and Weight Will operate said train of gears, causing a relative longitudinal movement of said spindle and governor stem and control said force contr0lling device.

In testimony whereof I have signed my name to this specification in the presence of two subscribing Witnesses.

JOHN G. CARPENTER.

Witnesses: V

E. G. GUY, KATHLEEN DENT.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. O. 

